Car-wheel.



W. MGCONWAY.

CAR WHEEL.

APPLICATION FILED MAR. 25, 1910.'

@9455, atented June .28, 1910.

WILLIAM IVICCONWAY, OF PITTSBURG, PENNSYLVANIA.

CAR-WHEEL.

Specilicaton of Letters Patent.

Patented June 28, 1910.

To all whom it may concern:

Be it known that I, WILLIAM MoCoNWAY, a citizen of the United States,residing at Pittsburg, in the county of Allegheny and State ofPennsylvania, have invented certain new and useful Improvements in Car-Wheels; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

My invention relates to the construction of a wheel which is especiallyadapted for application to railway vehicles, the principal object of theinvention being to afford a simple, strong, secure and easilymanufactured composite structure which shall efficiently prevent anyturning movement of the tire on the wheel center and shall effectuallyresist the shocks and pounding incident to service without developingany looseness of parts causing the wheel to rattle.

To this end, the principal feature of my invention, generally stated,consists in interlock-ingly connecting a wheel center and tire by meansof an interposed filling of cast metal having soeketed engagement withsaid wheel center and tire, and in combining therewith a key or a seriesof keys which engage and interlock with the tire and are interlockinglyembedded in metal cast in place between thetire and wheel center.

There are other, minor, features of invention, residing in particularcombinations and featuresl of elemental construction, all as willhereinafter more fully appear.

In the drawings chosen for the purpose of illustrating my invention, thescope whereof is pointed out'in the claims: Figure l is a view partly inside elevation and partly in vertical central section of a car wheelembodying'my invention-,Ya portion of the view representing thecondition of the structure after the circumferentially extending wedgeshave been cast in place and before the keys which interlock with thetire have been insert-ed and embedded in cast metal; Fig. 2 isavertical, transverse section of the wheel, taken inthe plane of theline 2 2, Fig. l; Fig. 3 is a sectional detail view of a portion ofthefwheel center and tire, showing theinterposed removable wedge fillersused tof maintain the relative position of the wheellcenter and tireduring the casting of the circumferential locking wedges; Fig. t

isa detail, transverse section, taken in the plane of the line 4 4, Fig.l; Fig. 5 is a extending key; Fig. 7 is a detail section,

taken in the plane of the line 7 7, Fig. 2; Fig. 8 is a detail sectionalview of one of the sets of fillers employed to maintain the properrelation of the wheel center and tire prior to casting thecircumferentially extending wedges in place; Fig. 9 is a detail, planview of a portion of the wheel center and tire showing the fillers atthe widest part of the annular space between the wheel center and tire;and Fig. 10 is a detail perspective view of one of the fillers.

Like symbols refer to like parts wherever they occur.

I will now proceed to describe my invention more fully, so that othersskilled in the art to which it appertains may apply the same.

In the practice of my invention it is preferred to form the wheel centerof cast steel and to employ a rolled steel tire, the circumferentiallyextending wedges cast in place between the wheel center and tire beingpreferably of a metal offering great resistance to compression, such,for example, as cast iron, as when so constructed the intimate contactof the circumferential wedges with the wheel center and tire is lesslikely to be impaired by the shocks and blows received by the wheel whenin service, and a wheel of high durability results.

In the drawings, A indicates the wheel center and 1a the hub thereof.This hub member is preferably formed as a cast iron bushing around whichthe wheel center is securely shrunk, cast iron being a material whichaffords advantages over cast or forged steel in the matter of fittingthe wheel to the axle, in that its working is better understood and lesspressure is required to force the cast iron hub upon the axle than isrequired where the hub is formed of a steel forging or casting.

The periphery of the wheel center A is formed as a series ofcircumferentially extending, eccentric, segmental faces 31 which, incross-section, are other than ruled surfaces, and preferably form acontinuous channeled or socketed peripheral face. As shown in thedrawings, these eccentric, segmental faces 3a of the wheel center arepref-4 erably so arranged that thespace between the periphery of thewheel center A and the interior circumference of the tire B con- -sistsof a series of wedge-like spaces each of 'the wedges C which are cast inplace in the annular space, as will be hereafter described, it beingdesirable that the elements of the channeled surface lb should becircular so that the tire may be readily formed by rolling. The upperand lower retaining flanges of the tire member, which are formed by thechannel lb, are formed at intervals with pairs of oppositely disposedrectangular notches 2b, each pair of notches or key-seats being adaptedto receive a transversely extendin locking key D and there being a air okey seats to each air of circumerentially extending we ges C. Theselocking keys D, which may be of forged steel, are of a different,preferably smaller, cross-sectional area at their centers than at theirends, as shown particularly in Fig. 7,

so that, when embedded in the metal filling E that is cast in the spaceleft by driving two of the locking wedges C apart, said keys aresecurely locked in place.

To permit the circumferentially extending wedges C to be cast in placebetween the tire B and wheel center A, the tire and wheel center may besecured in proper relation by means of several sets of equally spacedfillers or wedges, in like manner as set forth in Letters Patent#929,321, granted to me on July 27, 1909.

In the present instance, however, I prefer to employ but two Wedgefillers F and G to each set, said llers having their adjacent, orcontacting faces reversely inclined to obtain a wedging action betweenthem, their outer or opposite faces curved or otherwise shaped toconform to the channels in the outer peripheral face of the wheel centerA and the inner circumferential face of the tire B at the points wherethe fillers are inserted, and their edges converging, so that eachmember has in effect a double taper which facilitates the withdrawal ofthe wedges from between the cast circumferential wedges C, after thecast metal has cooled.

The dimensions of the respective setsof llers F and G will beproportioned to the positions they are to occupy in the annular spacebetween the wheel-center and tire. Those which are to be inserted at thenarrowest points, or at the apices of the circuma ferential wedges C,will be the smaller, as indicated in Fig. 8 of the drawing, while thosethat are to occupy the wider portion of the annular space, or betweenthe bases of the circumferential wedges C, will be larger as indicatedin Figs. 3 and 9 of the drawings, and these latter fillers arepreferably formed on their adjacent faces the one with a longitudinalgroove g and the other with a corresponding rib f, as indicatedin Figs.9 and 10 of the drawings. In cross section these fillers F and G are ofsuch shape as to fit one or the other of the notches 2a in the peripheryof the wheel center A, or the key notch 2b in the inner circumference ofthe tire B. Vhile the key notches 2b in the tire intended for thepermanent key D will serve for introducing and withdrawing the fillers Fand Gr `at the widest portions of the annular space, 'special notches 2ain the wheel center Aare required for the introduction of the smallerfillers at the narrowest points of the annular space between the wheelcenter and tire.

To secure the tire B to the wheel center A so that the curved lockingwedges C may be cast in place, the wheel center is properly positionedwithin the tire and the ller member Gr of each set is first inserted inits proper position after which the filler mem-V bers F of therespective sets are inserted through the notches 2a and 2b, as the casemay be, and driven home. This forces the fillers F and G into intimateinterlocking contact with the tire and wheel center, thus securing thoseparts in the relation they are to ultimately occupy in the nished wheel.Through the arc-shaped apertures then existing between the wheel-centerand tire,

molten metal is poured into each of the tapering segmental spacesbounded by the tire, wheel center and adjacent sets of fillers andwedges. When cooled this molten metal forms a series of curved lockingwedges C interposed between the wheel center A and tire B and conformingto the con-k guration of the adjacent faces of said wheel center andtire. Y

After the circumferentially extending wedges C have cooled the severalsets of fillers are removed, such removal being readily efl'ected byreason of the double tapering form of these members. The curved wedges Care then forced or driven in a circumferential direction until each isin intimate tioned wedges into the spaces left between the thicker endsof each oppositely tapered pair by the withdrawal of the sets offillers, the spaces left between the adjacent thinner ends of thecircumferentially extending wedges C aording sufficient clearance topermit such wedges to be driven into intimate contact with the peripheryof the wheel center and the inner circumferential surface of the tire.In Fig. l of the drawings some of these circumferential wedges C areshown in the positions they occupy after being cast and before beingdriven to their ultimate positions, and other of the wedges areillustrated in their final positions.

When the curved locking wedges C have been forced into intimate contactwith the wheel center' A and tire B, the wedges by which thecircumferential movement of the members C is effected are removed andthe forged steel keys D are fitted into the notches or key-seats 2b ofthe tire, after which the spaces left between the wheel center, tire andthicker ends of the curved wedges C are filled with molten metal,preferably cast iron, which forms lillers E that securely lock the keysD in place and transmit to the circumferentially extending wedges C anystrains which may be imparted to the keys by a tendency of the tire B toturn with respect to the wheel center A.

Having thus described my invention, what I claim and desire to secure byLetters Patent is:

l. A car wheel comprising a wheel center, a tire formed with key-seatstherein, locking members interposed between and having socketedengagement with the wheel center and tire, a key engaging the key-seatsof the tire and embedded in a metal filler cast between the wheelcenter, tire and adjacent locking members, and a filler cast in placebetween the said wheel center, tire and adjacent locking members.

2. A car wheel comprising a wheel center, a tire formed with key-seatstherein, locking members cast in place between the wheel center and tireand having socketed engagement with each, a key engaging the key-seatsof the tire, said key having cross-sections of different areas, and aller cast in place and locking said key in said key-seats.

3. A car wheel comprising a wheel center, a tire formed with key-seats,a filling of metal cast in place between the wheel center and tire andhaving socketed engagement with each, and a key extending into thekeyseats of the tire and embedded in metal cast in place between thewheel center and tire.

4L. A car wheel comprising a wheel center having a channeled periphery,a tire having a channeled inner circumference and formed with key-seats,a plurality of circumferentially extending wedges interposed between thewheel center and tire and having socketed engagement with each, a keyengaging the key-seats of the tire, and a filler cast in place betweenadjacent wedges and locking said key in place in the key-seats of thetire.

In testimony whereof I afix my signature, in presence of two subscribingwitnesses.

WILLIAM MGCONWAY.

Witnesses:

J. W. HARTLEY, F. D. EOKER.

